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"(N M 3 Sheets-Sheet 1.. E. SAMUEL. STREET RAILWAY CROSSING.

Patented July 2, 1889;

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B. SAMUEL. STREET RAILWAY CROSSING.

am Q Patented-July. 2. 1889..

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UNITED STATES PATENT OFFICE.

EDIVARD SAMUEL, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO \VIL- LIAMWVHARTOMJR, & COMPANY, INCORPORATED, OF SAME PLACE.

STREET-RAILWAY CROSSING.

SPECIFICATION forming part of Letters Patent No. 406,309, dated July 2,1889.

Application filed September 21, 1888. Serial No. 285,979. (No model.)

To all whom, it may concern:

Be it known that I, EDWARD SAMUEL, a citizen of the United States, andaresident of Philadelphia, Pennsylvania, have invented certainImprovements in Street Railway Crossings, of which the following is aspecification.-

My invention relates to improvements in the construction ofstreet-railway crossings,

the main object of my invention being to so construct the crossing thatcars traversing either track can pass the crossing without strain orjar, a further object being to facilitate the passage of wagons or othervehicles.

In the accompanying drawings, Figure 1 is a plan View of my improvedstreet-railway crossing. Fig. 2 is an enlarged plan View of a portion ofthe crossing. Fig. 3 is a longitudinal section 011 the line 1 2, Fig. 2.Fig. 4 is a transverse section on the line 3 4, Fig. 2. Fig. 5 is atransverse section on the line 5 6, Fig. 2. Fig. 6 is a section on theline 7 8, Fig. 2. Fig. 7 is a detached perspective view of a combinedbrace-bar and Wagon-mount, 2 5 forming part of the crossing structure.Fig.8 is a plan 'view of a modification. Fig. 9 is a section on the line9 10, Fig. 8; and Fig. 10 is a view of myimproved crossing when used inconnection with a conduit for cable or electric 3o railways.

A A are the main or continuous rails forming part of the crossing, andin the drawings I have shown these rails in the form of gird errails ofa peculiar cross-section; but it will be 3 5 understood that any form ofrail may be used. The rails A have treads a a, for the wheels of thecar, and wagon-treads a, and said rails A A are supported in girders BB, crossing the rails at right angles or thereabout, de-

0 pending upon the angle of the crossing. These girders B have, outsideof each of the rails A, grooved rail-sections b, and at the eX- tremeends of the girders are sockets Z), for the reception of the ends of theordinary rails 5 of the street-railway.

Between the rails A A are two grooved railsections E E, formingcontinuations of the rail-sections I), and secured to the girder B inany suitable manner, bolts 6 and nuts e being shown in the presentinstance for this purpose. Depressions or pockets are formed in eachgirder B at the inner sides of the rails A A, and in each of thesepockets rests a combined tie-bar and wagon-mount D, bolts 6 passingthrough the rail E, through the web portion d of the tie-bar, andthrough the girder B, thus firmly securing the tie-bars to the girdersand forming a quadrangular framework.

The tie-bar D has a longitudinal lip d, which overlaps the tread a ofthe rail A, thus forming with the head of the rail a groove for theflange of the car-wheel, the lip portion d of the tie-bar being slightlyhigher than the head a of the rail A. (See Fig. 4.) The ends of thetie-bars D extend from the level of the treads f of the rails E to thewagon-treads a of the rails A, thus forming a gradual incline by whichwagon-wheels traversing the rails A can mount the crossing-rails andpass from rail to rail over the lips 61', thus avoiding the usual jar atstreetrailway crossings. The tie-barD extends down at the side of therail, as shown in Fig. 6, to prevent the stones and ballast of thepaving sinking under the rails.

The rails A are continuous, as above remarked, and car-wheels traversingthese rails will therefore freely pass the crossing without shock orjar, and the girders B are formed in the following manner, to preventjarring of the car, the wheels of which are traversing thecrossing-track: The treads g of the outer rail-sections b of the girderare 011 a higher level than the treads a of the rails A, so that a wheeltraversing said rail-section I) is lifted to such an extent that itsflange will pass freely over the tread aof the rail A. The treads f ofthe rails E are also higher than the tread of the rail A to the extentof the depth of the flange of the carwheel, so that after the fiange'ofthe wheel passes over the rail A the tread of the Wheel is in line withthe tread f of the rail E, as shown by dotted lines in Fig. 3. I

The girders B are supported in the center by bearing-blocks B, securedto the cross-tie in any suitable manner, and are preferably made in twopieces bolted together, as shown in Figs. 2 and 3, and each girder is bypref- I00 erence provided with an internal flange B which lies alongsideof and re-enforces the inner flange of the rail-section E.

The treads of the rail-sections I) may, if desired, be at the same levelas the treads of the rails A, the bottoms of the grooves of the saidrail-sections 1) being inclined so as to act upon the flanges of thewheels and lift said flanges to the level of the treads of the rails Aand permit the passage of the flanges over said rails without shock orjar, as shown in Figs. 8 and 9. The girders B are shown in these figuresas being in one piece supported in the center by blocks B.

In Fig. 10 I have shown the girders B of my improved crossing made intwo parts, leaving space for the slot 10 of a conduit XV when used inconnection with cable or electric railways.

\Vhen the crossing is used on double tracks, the section between the twotracks is level or similar to the part between the two rails of the onetrack.

I claim as my invention-- 1. The combination, in a railway-crossing, ofthe unbroken rails A of the track, girders supporting said rails, andcrossing-rails with tie-plates extendingfrom girder to girder andforming wagon-mounts, all substantially as described.

2. The combination,in a railway-crossing, of the rails A of one track,transverse girders having cross-rails between the rails A, andtie-plates situated at the inner sides of the rails A, and having lipswhich overlapsai d rails and are beveled to form a gradual rise,substantially as described.

3. The combination of the continuous main rails, the supporting-girders,the intervening cross-rail sections having high treads, and the outercross-rail sections having grooves with inclined bottoms for lifting theflanges of the wheels to the top of the main rails, all substantially asspecified.

4. The combination, in a railway-crossing, of the continuous maingirder-rails and crossrails, with plates situated at the inner sides ofsaid main rails and extending below-the base of the rail and alongsideof the paving, substantially as and for the purpose described.

5. The combination, in a railway-crossing, of the main rails, thesupporting-girders, the intervening cross-rail sections with internalre-enforcing flanges B on the said girders extending alongside the inneredge of the rail-sections, substantially as set forth.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

EDVVD. SAMUEL.

Witnesses:

XVILL AM SELFRIDs, HENRY Howson.

